Railway block system.



R. E. THOMPSN.

RAILWAY BLOCK SYSTEM.

APPLicATloN FILED FEB, 7. 1912.

Patented Apr. 13, 1915.

7 SHEETS-SHEET 1.

INVENTOR.

qgf mm2/M012; BY

f/M ATTORNEY B.YE. THOMPSON.

RAILWAY BLOCK SYSTEM.

APPLICATION FILED FEB. 1. 1912.

ATTORNEY R. E. THOMPSUN. I RAILWAY BLOCK SYSTEM.

APPLICATION FILED FEB. 7 1912. 1,135,225.

7 SHEETS-SHEET 3.

U5 ATTORNEY Patented Apr. 13, 1915.

R. E. THOMPSON.

RAILWAY BLOCK SYSTEM.

' APPLICATION FILI-:D FEB. 7. 1912.

1,135,225, Patented Apr. 13, 1915.

Io/ I l BOVyEWz/aM/z,

R. E. THorvlPsoNI9 RAILWAY BLOCK SYSTEM.

APPLICATION FILED FEB. 7. 1912.

1,135,225. Patented Apr. 13, 1915.y

WITNESSES INVENTOR /7//5' ATToRN EY R. E. THOMPSN.

RAILWAY BLOCK SYSTEM.

7 SHEETS-SHEET 6.

W ITNESSES INVENTOR cy. mam/www2.

/L//J ATTORNEY R. E. THOMPSON.

RAILWAY BLOCK SYSTEM.

APPLICATION FILED ris. 7, I9I2. 1,135,225, Patellfd Apr. 13, 1915.

7 SHEETS-SHEET 7.

I I IIL WITNESSES NVENTOR M301 @cf/yi? Y,Www/mm1@ UNITED STATES PATENT OFFICE.

ROY E. THOMPSON, OF NEW YORK, N. Y., ASSIGNOR, BY MESNE ASSIGNMENTS, OF ONE- I HALF 4'.lO ALFRED VICTOR BEER, 0F NEW ORLEANS, LOUISIANA.

RAILWAY BLOCK SYSTEM.

To all whom it may concern Be it known that I, Roy E. THOMPSON,

a citizen of the United States, and resident of New York city, borough of Manhattan, 1n the county of New York and State of New York, have invented certain new and usefull that will be more fully hereinafter set forth and then pointed out in the claims.

Reference is to be had tothe accompanying drawings forming parthereof, wherein, vFigure 1 is a diagrammatic .view illustrating my improvements a plied to a rail- Way track in which the tra c is intended to be in one direction only, as to the east; Fig. 2 is a similar view in which the traffic is intended to be only in an opposite direction to Fig. 1, as to.the west; Fig. 3 is a diagrammatic view illustrating a portion of Fig. 2, together with devices to be applied in the cab of an engine or the like for signaling or train stopping; Fig. 4 illustrates a practical form of the interru ter 70, which may be in the form of a We illustrating.. additional devices, whereby both a signal and a train stopping device upon the engine may be controlled.; Fig. 6

is a view substantially similar to Fig. 5 illustrating the adaptability of the device to a track whose traffic is in the direction" track railway in which the trafiic is intended to be in opposite directions, wherein a signal or train stopping device on an engine may be operated, by reason of danger ahead with respect to such train, in accordance with tsdire'ction of travel; Fig. 8 is a diagrammatic view illustrating the wiringfor a siding in connection with my invention; Fig. 9 is a diagrammatic view illustra-ting the adaptability of the invention illustrated in Fig. 7 to a single track rail- Specication of Letters Patent. Application med-February 7, 1912. Serial No. 675,968.

I known y buzzer; Fig. 5 is a view similar to Fig. 2`

' Patented Apr. 13, 1915.

way crossing; Fig. 1() is an enlarged diaanimatie view of a ortion of the devices illustrated in Fig. 7, i ustrating further the relation of the signaling or train stopping devices in connection therewith; Fig. 11 is a detail view of a practical form of the polarized interrupter 50, 51, etc.; Fig. 11 is a diagrammatic illustration of a modiiied form of the polarized interrupter of Fig. 11; Fig. 12 is a plan view of Fig. 11, parts being removed; Fig.,v 13 is an enlarged detail of the contact devices of the interruptor 01E Figs. 10, 11 and 12; Fig. 14 is al detail of the armature 45; Fig. 15 is a diagrammatic view illustrating the adaptation of my invention to a single track railwa as in Fig. 7, embracing means for contro g signals as well as train stopping devices on an engine; Fi 16 is a diagrammatic view illustrating s oes for controlling pole kchan ers or interrupters where the third rail or the shoes may be on one or both sides of the track, or may be alternated on opposite sides of the track, and Fig. 17 is a.

' diagrammatic view illustrating anarrangement for controllingl the interrupters irrespective o the engine -upon the rails in either' direction of its travel. l

Since I have illustrated various track and' third rail blocks in the accompanying drawings, inconjunction with which blocks corpole changers or responding devices are associated, I have, -for convenience, lettered corresponding numerals of reference with corresponding let- `ter priming, from which it will be understood that a numeral and a corresponding numeral with an added letter, refer to a similar part in the various blocks.

,Referring to Figs. 1 to 6, in which the arrangements are intended for traiiic Aupon a track in one direction only, the track is illus- .dated as divided into blocks 12, 122121j etc.

each insulated vfrom the other, and a third rail also divided into corresponding blocks 11, 11, 11b etc., each insulated from the other, with each of which blocks signal or the position of' train stopping devices are associated, wherev by such devices will be set one or more blocks v behind a train, to cause operation. on the,v engine of a train approaching from the-rear of the signaling devices on the last named engine. Normally, when there is nol engine A or other form of danger on the-track, as in Y Fig, 1,' the track batteries 10, i0-, ett.

cause the track relays 14, 14, etc. through the wiring 13, 13, 15, 15, etc. to attract theirvcorresponding armatures to normally close the circuits at 31, 31 of third rail blocks 11, 11, etc. I thus attain with one battery the double effect of malntalnmg l closed track battery circuit (for an engine) in one block and a partially closed third rail circuit in the block immediately to the rear, which will be utilized by the battery on an engine when the engine comes into such thirdv rail block to cause its signaling o1 i train stopping devices not to operate, there-V wheels 119 and the third. rail shoe or 'brush -100 carried by the enginefA Normally when an engine comes into a block (such as block 12 in Fig. 3), the engine battery 110 gets a ycircuit as follows: from battery 110, through primary winding 118 of the induction coil or transformer 120, thence through shoe 100, third' rail 20, wire 40, armature contactl31, armature 71, interrupter 70, wire 55 to track, thence to the wheels of the engine 119 to battery 110, causing a safety signal to be held clear, or a trainv stopping device to be held inoperative o n theengine. The signaling device or train stopping device represented at'140, 141 in Fig. 3, which will beV termed safety devices, and may bein any well known form, are operated by means of the circuit last described on assumption that battery7 110 continues t0 iow through the last named circuit, and is interrupted therein as long as the train is in this block, and While there is no danger ahead of a train. The solenoid 130, which is normally energized maintains the safety ydevices 140 normally at safety or ajcorresponding train stopping device inoperative, as it is normally energized by battery 131, the circuit of which, including wire 135, is controlled by a circuit breaker 122 included in the circuit of the secondary 121 of induction coil 120. Thus, when the circuit from battery v`110 through 1-18, 70 etc., previously described, is closed, the pulsaton caused bythe interrupter 70, 7.1, induce current in secondvary 121 causing circuit breaker 122' to close the circuit at 132 of local battery 131, and thus maintain solenoid 130 energized. It will be understood that track relay 14 associated with the block ahead of block 12 (Fig. 2) will, under the operations above set forth, be energized by reason of the circuit of its track bettery being'closed, and .willl therefore have maintained the circuit.closed at 31. If, however, through any cause whatever, the circuit of the track battery in the block ahead of block 12 hadfbeen broken or short circuited, as'by a trainl being'in such block, the track relay 14 would be denergized, its armature would have moved back and broken the circuit at 31, hence the interrupter'70 would not operate and the secondary 121 in the engine in block 12 would be denergized. -The core 134 of circuit breaker 122.- would move back, being pulledby sprlng 138 in the illustration in Fig. 3, thereby breaking the circuit of battery 131 at 132,

thereby denergizing solenoid 130 and causing the safety device 140 to be set by the circuit of battery-131, and thus restoring the safety device to normal. When circuit breaker 122 is Iagain energized, by reason of the danger ahead disappearing, core 134 first comes in contact with spring 132, reestablishing the normal circuit through the core of the circuit breaker through spring '132 for battery 131, and when the' core cornes to 'rest it will have moved switch 136 away from contact 137 by having-caused contact 132 tohave shifted switch 136 from contact 137, and the normal'circuit of battery 131 through circuit breaker 122 will then remain established.

From the foregoing it will be understood l that the safety device 140 will be operated 1n an engine when it is in a block next behind the block containing danger,'such as a train. In addition to this, i-t may be `desirable to cause safety device 140 to operate in the second block behind the block containing danger when such safety device is in the form of a signal, and to cause train stopping devices to be operated in an engine when it is in a block next behind ablock containing danger, so that the engineer would, if he passed through a block causing operation of his safety signal, anpassed into a block adapted to operatethe train To this end I utilize the devices blocks two removed and one removed respectively behind danger, as illustrated in Figs. 5 and 6. Referring to Fig. 5, a train is illustrated nat 119 in block 12 and a train 119a in block 12b, two blocks to the rear of train 119, and it will'now be shown that the signal device4140 of train 119a will be affected by reason of train 119 being in block ,sto ping devices of his engine, be stopped 12, and that if train 119" should proceed into block 12 while train 119 remains in block that the safet 12,the train stopping device 162 of train 119" will be operated. Itihas been shown device 140 will operate one causing the operationlof safety device 140 in the block second behind danger. These actions are eliected as follows, withV reference to Figs. 5 and 6:` with train 119'in block 12 Y (Fig. 5) its wheels will short circuit battery l0 causing track relay 14" to become deenergized, breaking circuit at 31*i and establishing another circuit at 183", the latter serving to control safety device 140 of train 119a in block 12".- To this end the following `is provided: Considering'the effect of battery 110 traced from the positive side the following will result: from battery through primary 118, circuit breaker 115, thence to V.io shoe 100, third rail 20, wire 40", contact 31",

thence through armature to vibrating member 71", thence through the normally closed contact at 128" to armature 187", 70" to 180", thence by wire .55" to the track 1n block 12", thence through the\.wheelsof engine 119 back to the negative side of the battery. It. will be seen lthat theirst eii'ect of the closing of this circuit 'has' s'uiiicient impulse in interrupter'ma'gnet 70" to attract vibrator 71" and break the circuit thereat, whereupon the current will now flow through the shunt 185", 183", 181", 180", causing the armature `187" of 181'J to break the first named circuit' at 18,8" andthe circuit for battery 11.0a will now be as follows.: tracing the battery circuit from the positive side asbefore to the ,point ,185" the circuit will now continue through the line Wire to contact at 183a (which was previously established by the deenergizing of track relay 14" as before de-' scribed), thence through the line'to relay 181" to pointv180", thence to track inblock 12" to thewheels of engine 119" back tothe battery. It will be seen that so long as the circuit is closed at 183" relay 181" Willmainf'- tainl the circuit of 71" and 70" broken at' 188", with the' result that the current-from battery v 110a will not be interrupted 'by interruptor` '70", but will flow continuously, keeping the f. ycircuitA breaker 115 energized, but denergiz-.- ling the circuit breaker 122, as it is-well' known that only a pulsating or alternating current Will induce current kfrom the 'pril mary' 118 to the ,secondary.121. T us, the safety device 140 will beset to anger in and 183" engine 119" in block 112. Atthe same time the fact of breaking the circuit at 188" and establishing the circuit through relay 181" as before described, has the eii'ect of causing circuit breaker 115 to remain energized, l1t being understood that circuit breaker 115 is normally engine is not in a block adjacent danger. It will be understood that circuit breaker 115 is operativeV either upon apulsating or direct current..` Hence when train 119" entered block 112" cireuitbreaker i115 remained energized until train 119a enters block 12". Circuit breaker 115 remaining energized will keep solenoid 150 energized through.theclosing of its circuit to prevent the operation of the train stopping device 162 while the train remains in block 12". If train 119" proceeds into block 12a the circuit breaker 115=will become denergized, as lit will be seen that `battery 110*1 of train 119a'inds an open circuit Ain block 12a by reason of the circuit having been opened at 31a as before described, because train 119 is in block 12, and de'cnergized relay 14". Hence, the local circuit through battery 131 of solenoid 150 will be broken at 152 by the dropping of the core of circuit breaker 115, causing spring 151 to move away from contact 152. The denergizing of solenoid 150, now taking place, causes its core 160' to be'release permitting the Weight 164 to drop and throvr the train stopping devices 162 to the operative position, turning at `the pivots 163 'and 161. Should the engineer wish to proceed in block 12a he may do so by throwing switch 136 to contact 137 to close the .local circuit of bate energized when its tery 131 through solenoid 15G causing it to reestablish the normal condition for running the train either by turning onsteam or an electric circuit and letting ofi the brakes or otherwise, as such devices may be organized in 'any well known manner.- It will be understood that when the-danger is removed ahead of the train that has been signaled or stopped, the corresponding track relays etc. .will re-assume their normal positions and the safety devices and train stopping devices will also be restoredto their normal or other positions according to the character of the blocks still ahead, due to the restoration of the Vcircuits or the restablishment of the normal battery i'low through the various instruments affected by the same. j

With v reference to Figs. 7 to 15, illustrating my improvements applied in a single `track railway system, where the traffic is 1n- -tended to be in opposite directions upon the same track, reference will first be made to Figs. 7 to 14 illustrating a simple form of device, and having the: eli'ect of setting a safety device, which may be' in the forni of a signal or train stopping device, or the like, on the engine. Certainof -the parts before described, having .been numbered, in Figs.

7 to 14, correspondinglyito those in Figs'. 1

to 6, operate inthe manner before described, and in -addition to such parts means are as from east to west and vice versa. In Fig.

7 the arrangement illustrated is such that it is intended for positive current to always be sent to third-rail when a trainis moving from right to left of the drawing, and negative current sent to third-rail when the train is moving from left to right. To accomplish the desired effects from such arrangement' of current flow, I have illustrated a special form of polarized interrupter adapted to opcrate in controlling signals with either negative or positive current, the arrangementv also being such that a source of danger, such as atrain, in a block, will cause one of the interrupter magnets, Iias to the west of s uch train, vto be affected for controlling the safetydevice of a train approachin from the west, and at the same time will a ect one of the magnets of an interrupter to the east of said train in the block, aecting the safety "device of a train approaching from the east.. To this end the? polarized interrupters are indicated at 50, 51, 50, 51EL etc., and for'purpose of description I will term the interrupter coils 50, 50"* etc. the easterly coils, and -the coils 51, .51'u etc. the westerly coils, since theco'ils 50, 50a etc. control safety devices of trains going tovv ard the east in the example under consideration, and the coils 51, 51a control trains going toward the west, and such coils have no effect upon safety devices of trains goingin a direction reverse to that mentioned with respect to such coils. In Figs. 7 to 14 I .have illustrated the safety device 140 `which may be either a danger signal or a train stopping device as before described.

The track wiring is more fully illustrated in Fig. 7, and the engine wiring and its relation to the track wiring are more fully illustrated in vdetail in Fig. 10. Assuming that''a train going in a westerly direction causes positive' current to be sent to the third-rail 20"(as `will be explained with respect to Fig. 10), it will now'be explained how such current will be ,controlled in such a. manner as to stop the normal interruptions in the circuit of such current when said train is in a block adjacent to a block containing danger, to the westward of said train, and it will be further shown that if a source of danger exists in the adjacent block next easterly to said train, a portion of' the interrupter associated with thev block containingl such train will be affected, but not in such a manneras to stop or control such train by reason of danger in such. easterly block. Taking as an example in Fig. 7 train 119" and its rear portion 119"l (the train being illustrated in blocks 12c and 12d) the following effects will be produced, viz: re* ,ferring more particularly to interrupter '50,

lcassociated with block 12c (the descrip-` tion of which interrupter will apply to other corresponding linterrupters illustrated), the coil, 50c will act to attract: the permanent north pole armature 45 only lWhen positivev current` is sent to track, while the coil .51c

will only attract the north pole armature 45e when positive current is ,sent to third-rail from the engine battery 110".` Assuming engine 119" in block 12'3 sets the correspondingthe line circuit at '31", containingbattery 30,

` without affecting) the interrupters v5,0", 51 of block 12. The reaking of this circuit will cause theline relay 33 of block 12"'to the 'f west and the line relay 35" of block 12d to the east to drop their armatures.

With respect to block 12" the following conditions are thus established with relation to a train suchas 119` traveling toward the east, and located in block 12a, with respect toits entry into block 12", viz: as has been from the positive side'vof the battery 11()a l current will How through the engine wheels4 to the track in block 12", thence through the wire 15", point 55" to the point 54". As the contact 53" is open, noneof the current canv passover the easterly coil 50", and therefore` y the entire current will be compelled to p'ass through the armature 38" and thecontact 52" "stated, trains traveling to the eastwill 'furi (assuming that the contact 52". will now be, l

closed owing to said train 119 havingpassed out of block 12a from which the`relay 35" is v controlled), thence through the westerly coil' 51", wire 49" to point 47", wire 46", springr contact 44", stationary -Contact 41", spring Contact 42,", wire 40", y 11"), shoe 100a and back to negative side of battery `Owing to the'direction that this current is madel to take through the third-rail 2Q (of block"y Winding ofthe coil 51" of the interrupter, i

such coil ismade a north pole, and it will be' understood that .there will be no` attraction between the coil 51" and the north pole isa armature Therefore the armature 45" will not assume a position against the spring repelled with decreasingl force until it comes to rest against spring contact 44".. This force, however, will not be suiiicient to overcome the spring 44", and it will remain against the permanent Contact 41", ermitting the current to flow uninterruptedly, and as it' has heretofore been shown, an uninterrupted current will not induce a current in the secondary 121 (Fig. 10), the circuit breaker 122, will drop its core and the safety device 140 will operate, will receive a danger signal or-be stopped, as desired. It will be understood, as hereinbefore described, that interruptions have been taking place in the circuit of primari coil 11S until train 119 has entered bloc 12", and such interruptions cease for'the reasons last described. In this case the pulsa- 4 tions in the circuitof coil 118 havebeen maintained, while train 119 was not in block 12", but was in a block to the West of block 12", as in block 12, as follows: Assuming train 119 to occupy the position shown in yblock 12 (Fig. 7) the circuit of battery 110 y will be interrupted in the following manner:

Current from positive sidelof batter 11.0 will flow to wheels, track, wire 15, point 55 to point 54". Contact 52'being open due tothe effect lof train119 on line relay 35, and said line relay releases its armature 38, the entirel current will ow through the armatlre 3 9", through 53j, and through the easterly coil wire 48 to oint 47, wire 46, spring Contact 44, s tatlonary Contact 41, spring contact 42, wire 40, 'third-rail i 120, of third-rail blockll, shoe and to negative of battery However, the cur.- rent will passthrough,thewinding of the easterl coil 50 in such a` direction as will make 1t a Vsouth pole. Therefore, the per-Y manent north pole armature 45 will be attracted with suiicient force to break the circuit between 44 and 41, and alternate makes and breaks in the circuit will be maintained owing to the spring 44 restoring itself against contact 41 when the coil 50 becomes denergized, and so on producing rapid pulsations inthe` circuit of battery 110'l containing the prim -winding 118,of the cor- .responding inductioif coil. l.Such conditions continue inv-the" easterly coils as the train proceeds1 to the east until interrupted by entering a block in which an easterly coil circuit has 'been opened `by reason of l-ine 35 bein ldenergizecl because of the presence oftraln 119 inblock 12,

and the train 1.19A

vvconditions with respect to its i block by reason of a .train or danger in an adjacent block as before defthe easterly coil 50".

masses y stood that it there was no danger or train battery 30, hence vthe current for the intervrupter 50, 51 in block 12, would be caused -to fiow'through both coils 50, 51, with the effect: The current from battery described, the other half owing through the' armature 33, contact 52, winding of westerly coil 51, wire 49, and reuniting with the other half at the point 47, the Jfull current thence continuing through 46a back to battery 110 as before described. rihe result of one-half lof the current being diverted through coil 51 would be to make the coil 51 a north pole owing to the direction in which said curr ent is made to iow through suchV coil, thus causing coil 51 to re el the north pole armature 45 thereby helping the coil 50 in producing the vibrations of such armature. 'If a train or dangershould come into block 12 thereby causing the denergizing of line relay 35, and the consequent breaking of the last named circuit of winding 51 at 52`the full current from 54 will flow through 50 with theresult previously described.

YIt willnow be shown what eect the train ,119fwl1ile in block 1'2 hasupon a train approachingA into block 12", from the east aswell'as a train approaching into block 12 from the west. Assuming that train 119" passes into block 12", while train 119 is in block 12, train 119 will find the' following safety device, viz: the wheels of train 119 having short circuited battery 10 'causing trackrelay 14 to drop its armature and break the circuit at 31a containing battery 30", thereby causing line relay 35 to release its armature 38" from contact 52" of block 12", and at the saine time causing line relay 33 to release its armature 39 from contact 53 .of block 12, it will be seen that it has opened a circuit through the easterly 'interrupter coil`50 of 1,2,l and the Westerly interrupter coil 51" of block 12".k Interruptions in the circuit of 'primary ,118" ofthe induction coil of train 119", because it is proceeding to the west, will be caused to cease to effect the operation of safety device of train 119" 12", linerelay33 would again become ener- 'l gized through the closing of the contact 31 of the circuit containing line battery 30, because of track relay 14c having again bey comeenergized through its battery 10, and said line relay 33Cl forwhich reason all the current from bate Y Y' tery` 1 10 was compelled v.to flow:V asbefore '65 Y described through. coil v5,0,'zfit'- will be underf would restore yits armature 39" against contact 53", establishing a `circuit for the engine battery 110", through However, the circuit in block 12 relay 35 would remain energizedcontact 42", but on the other hand will be b y reason of the closed circuit at 31 ci line iso through the westerly coil 51"l will remain open at 52" due to the presence .fftrain 119a manner heretofore describedgwith respect to battery 110". Hence no interruptions will take place between the spring 44" and the stationary contact 41" with the result in the coil 118" that there-will be no current induced in the secondary thereof, thus'causing a corresponding local circuit of its battery corresponding to 131 (Fig. 10) to open, thereby causing the operation of safety device 140 of train 119". When train 119" irst 'enters' block 12", approaching train 119EL in block 12", it will a'lect @safety device (140) in train 119a in .a manner similar to the described elfect oni-the safety device of train 119" by reason ofthe presence of train 119" in block 12a. This may be described as follows: yThe first effect oft-rain 119" in block 12" will be to short circuit the battery 10", and thereby cause track relay 14" to release its armature breaking circuit at 31" containing the battery 30", thereby'd'energizing line relays 35" and" and releasing their respective armatures 38" and 39". lThe effect on train 119a ofthe line relay 33" releasing its armature and breaking the circuit at 53a will in this instance be as follows: No current from battery 110" will iow 'owing to circuit being open at both the contacts 52a and 53a, the open contact at 52'@l being due to the presence of train 119 in block 12 and the open circuit at 53" being due to the train 119" being present in lblock 12". However, it is lonly the presence of train 119" in block 12" that actually causes the interruptions of the battery circuit 110a to cease, for should this current be able to pass over the armature 38" and through the contact 52a, its direction would be such as to make the westerly coil 51a a north pole in' a manner hereinbefore described. Therefore, no interruptions would take'place in connection With the stationary contact 41" with the further result that the primary l 118a would induce no current into its secondary, and its corresponding safety device wouldoperate in the .man-ner before described. The same effect will ltake place ony train 119 in block 12 due to the presence of train 119a in block 12", as has been described taking pla-ce on train 119a when ,train 119" had entered block 12". It will be observed that in Fig. 7 the for- Jward portion of train 119" is represented in 'block 12c and the rear portion 119" of said train in block 12". While it willbe seen that the rear portion 119" of the train.` through short circuiting the, battery A'10",

, causedvtrack relay 14d. to release its armature and open the circuit-at 31d containing'v the battery`30d, thereby causing line relay 33d' to release its, armature 39a and open the circuit of easterly coil 50 at contact 53, it

will be understood that'this will have no further effect than to cause all ofl the currentL from battery. .110" to pass over the westerly coil 51c instead of dividing equally and passing partially over 50, and as the direction of this current, as heretofore` described, is such that when itpasses over coil 51@ said coil is made'a' south pole, thereby causing vibrations of the north pole armature 45, the pulsations in the circuit containingthe primary Winding 118" will continue Withlfthe eifect that the safety device associated with its secondary will not oper-l ate toafect the train or engine 119". Y

Fig. 8 illustrates the adaptability of my invention t0 a siding of a railwaytrack. 9

indicates that portion of the siding which is in Fig. 7. With a train'in a block adjacent block 12, (F ig, 8) to the right or left thereof, the same-effect Wouldbe producedin-y block 12 as has heretofore been described with respect to block 12 in Fig. 7, and if a train is in block 12 or on the yportions of the sections 12X, 12Y, 'the effect in the blocks to the right or left will be similar to that heretofore described. Numerals 6, 6", in Fig. 8, indicate the switch rods, 7 andV 7"- the contacts normally open Vwhen the switches are closed, and 8, 8"- indicate terminal connections to the rails, and 7, 7 a are i adapted to be brought in Contact with 8 and 8a, they being permanently fixed and moving with 6 and 6a. These parts may be of' any well known lconstruction inl block signals.

Vhile it has been stated that with a train completely in block`9 there will be no eect upon the signals of the system, it will be understood that if a portion of the train is in block 9 and Aany parts in block 12x or 12Y, then by reason of the latter portion of fthe train being in such block the signals will be operated in a manner similar to the operation of such signals ifi the train. were l 1 5 :train were partly in a block section 12x or wholly y in block 12. Furthermore, if the 12y and partly in a block at the right or left thereofnthe effect upon the signals will be 'A the same as if the train were partly in block 12 and partly in the block to the right or left of the latter, in accordance with the previous description, to wit: with respect to train 119", 119C, in blocks 12, 12d.

Fig. 9 illustrates the adaptation of my in- .vention to thecrossing of single railway tracks. The blocks 12 of the respective tracks are shown in series by reason of the bonds and the wires 17, 18, so that if an engine or car is in either one of said blockmitting relay 1 described hereinbefore. It will be observed,

however, that the relays 33, 33, 35, and 35B are in series with the armature of the track relay 14, and that battery 10 is brid ed across the rails of blocks 12, 12. The e e'ct of this arrangement is that if battery 10 is short circuited r open circuited, thus perto drop its armature andopen the circuit of battery .30 at 31 the crossing block will be protected'througii the line relays 33, 33, 35, 35* in the same manner as shown in Fi 7. The two sections of block 12are place in-series in order that a Y train standing on either one will short circuit battery 10 and cause relay 14 to drop its armature. Likewise relays 33, 33, 35, 35 are'placed in series in order that-when relaylli is denergized the third rail blocks 11, 11,- 11, 11, which are adjacent to the third rail blocks 11,j11d, may be 'so affected, as hereinbefore described, thatwhen a train inv either of these blocks approaches the crossing the interruptions will cease in the third rail circuit, with the effect heretofore. described with reference to Fig. 10, tooperate 'the safety device of the engine.

It has beenstated that either positive or y negative current may be sent from battery 110, 110, etc., to the third-rail, and this in accordancewith the direction of travel of an engine'with respect to the installation of the system. In Flg. 10 an arrangement is shown more fully in detail whereby shoe 100 .when dragging rearwardly on the third rail with respect Lto the direction of travel of vthe engine, will cause positive current to be sent over the third-rail, and if the engineA ,should travel in a reverse direction a reverse current Awill be sent over'third-rail. ForA this ur ose I provide a pole changer and circuits escribcd as follows: to the shoe Xarms-101 arepivotally connected, and are in t irn provided with slots 102v receiving supporting pins or the like 103 sustained by the ,supports 190 on the engine. Arms101 v108 may be rocked.

are connected-bybar 104 from which-an upright 105 extendaywhereby said upright may be adjusted to oppositepositions 1n accordance with the manner in which the shoe drags u on the third-rail. Pole changer arms 10 and 108 lare-pivotally supported at their lower ends and are operatively connected with upright 105 by a suitable insulating connection 106 whereby arms 107 and X In one position, as in Fig. 10, arm 107 will lie upon Contact 111 and arm 108 will lie upon contact 112, andwhen the parts are shifted, say by the engine travcling in a reverse direction, then arm 107 lwill engage contact 112 and arm 108 will engage contact 111B. One side'of battery 110 is connected with arm 107 and the other side of batteryA 110 is connected with arm 108. Contacts 111 and 111'a are connected with shoe 100 as by wire 113 and contact 112 is connected by Wire 114with the primary winding 118 of transformer 120.

A`When shoe 100 of engine 119 is dragging,

as in Fig. 10, then arms1 107 and 108 will respectivel the iow o current on the line will be from the-,positive side of the battery 110, through engage contacts 111, 112, and

arm 107 and returning through arm 108, it being understood that these parts form a portion of the circuitsof such"battery heretofore described. If the -shoe drags in a reverse direction tothat sta-ted, then the flow of current will 'be from the positive side of the battery through arm 107 to contact 112,

and return through contact 111, arm 108 to the negative side of the battery, causing negative current to flow to the third rail. From this it will be seen that since the coils 50, 50, etc., 51, 51, etc. are adapted respectively to operate with currents of opposite polarity, the arrangement of transmitting current from battery 110, ,110 etc. by means ofthe position o f the shoe relativelyA to the direc-tion of travelofthe engine, will automatically cause the proper current-to be sent over the third-railfor operating either of such coils as corresponds thereto to produce the required operation of a safety device yinan approaching train without requiring attention' from the engineer. In Fig. 10

'the part 59 represents a permanent magnet connected with armature 45 for making the latter a permanent north pole armature, but

,this may be accomplished in any well known manner.

Figs. 11, 12, 13 and 14 represent a practical embodiment of the polarized interrupters heretofore described, showing the partsassociated with the coils 50, 51. of the lnterrupter in producing a practical ldevice for the -pur ose set forth. The armature 45 (Fig. 14) 1s shown comprising a frame 56 having magnetized portions 57, 58. By havingthe springs 42, 44 on,opposite 'sides i Vof armature 45 (Fig. 13) andthe stationary contact 41 also between said springs, the latter normally engaging contact 41, it will be understood that the circuit 40, 42, 41, 44

and 46 will be broken by the movement of armature in either direction.froin its normal central energizing of eit ier coil 50 or 51, provided of course, that the magnetic attraction' oi the armature is suicient at" an time to overcome the tendency of spring 2 or 44 to remain in engagementA with contact 41. Fig, l2 illustrates in plan the armature pieces 57, 5S between the respective poles of coils 50, 51. v

Fig. 1l* illustrates a modified form of the polarized interruptersillustrated in Figls. .0 to 14, and intended' to accomplish t e same results ascoils 50, 51, etc. In this case the relay 200, 201 and the rela 202, 203 are ordinarypolarized rela-ys, an( their respective armatures 207, 208 are permanently magnetized as, for instance, north. The r e lays 200, 201 and 202, 203 arerelectrically in parallel, their armatures being connected in series with the line, and the action is as follows: consider a positive current as entering wire 40,'thence through armature 208, and through contact 205, wire '200, contact 204, armature 207, to junction 209,. -With both contacts 52 and 53 closed the current will divide equally, one-half passing over coil 202, making it a. south pole, and through coil 203 making it a north rpole, through contact 53 to junction 54. lie' effect of this would be to cause the armature-208 to remain more firmly in contact at 205 than the ordinary spring tension would cause. Therefore, the other half of the current proceedin f from 209 throu h 201, making it a south pelle, thence throng 200 making it u north pole, through contact 52, to junction I54, thence to negative of battery source, through wire 55, As coil 201 is noiva south pole it will attract the permanent north ole armature. 207, and coil. 200 bein anort pole will repel the armature 207, t ereore the combined pulling and repelling force of these two coils opens the circuit at 204, and the entire circuit will be broken. As the relays are then dciincrgizcd the spring will again'close the circuit at 204 and the operation will be repeated. I t will be seen that the operation is generally the same as that heretofore described with reference to Figs. 10 to 14, and

the current reversed by reason cf the rei'crsal of the. position of shoe 100, and positive current .entering| throu h wire 55, and dividin at'54, dividing t rough the respective re ays 200,'201, and 202, 203, reuniting at junction 200, the current will continue to be interrupted, but in this case in terrupt'ions will be due to'the action 'of the relay 202 203 instead of the rela' 200, 201., in the following manner: one-ha f the current 'passing from 54 through contact 52, interrupters 50, 51, 50, 51, and the devices osition` occasioned by the l'tact 53, coil 203, nia ing it a sont '7 provision is made, for a single track rai instaan and over coil 200, making it a soutn pole, thence over coil 201, making it a north pole, to point 209, willresult in the magnetic force of these coils being added to that of 'the spring tension or armature 209 to keep it closed at 204, but the other half of the current passing from ont 54 throu h colnpo e' thence through coil 202, making ita nortli pole, thence to point 209,-will result in coil 202 repelling the north pole armature 208 and coil 203 attracting the armature 208 with the result that the spring tension on the armature will be overcome and the entire circuit will be broken at 205 and this action will. continue in a manner heretofore described so long as thejp'olarity of the circuit is the same an'd the contact '53 remains closed.

In the arrangement illustrated-in Figs. 1 and 2 provision is made for a. double track railway for causing operation of safety devices on a. train in a block immediately to the rear of danger, and in Figs'. 5 and 6 revision is made in a double track railway or operating danger signals and train sto ping devices in one and two blocks to t e rear, of danger, respectively, while in Fig. wa for controlli safety devices on a train entering a"bloc i next to danger from either'direction. .In Fig. l5 I- have illustrated rovision for causinfr o eration of signal evices in trains two bloc cs removed lon. opposite aides of danger, and for operating train stopping devices on engines in blocks adjacent todanger and on opposite sides thereof, whenV such trains are' ap.-

iroachin danger from A'either direction. 1ig,4 15 il ustratcs a system in many respects similar to that illustrated in Fi 7, viz: where the trailic is in o `poste irections, and while in Fig. 7 only t eI blocks adjacent to and on opposite sides of danger are utilized, for controlling-safety devices in a. train approaching danger from either direction, in `igs. 5 and 0 the interruptions of the current in the primary 'of induction coil 120 are utilized'to control the operation of the signal140 in a block two removed from danger to the rear thereof, any llow of current through primary 118 is utilized to control the tram stopping device 162 in a block next to danger to the rear thereof. In Fig. 15

. I utilize means for coiiti-ollingfsuch devices 140 and 162 1n such blocks, not only to the stopping device 162 when in a block next adj acent to danger on either side thereof and approaching danger. For convenience, in Fig. 15, I have shown battery 30 provided with wires 36 and 37 utilizing such battery for any desired number of blocks instead of utilizing a single battery 30, 30, etc., for each Y block. It will be understood that when a train is in a block, such as train 119" in block 12", the devices represented generally at 14, 35c and 33a, operate substantially in the same manner as before described, but,v

additional contacts are applied to the armatures of the relays 33, 33", etc., 35, 35", etc.,

in order to eifect results that will appear in the following description: These additional contacts are shown at 62, 62a, etc., 67, v67", etc., 93, 9 3", etc., 97, 97", etc. v

'In reference to the control of the danger signal 140 (as constituted in Fig. 5), assume that train 119 occupies block 12, and that train 119" occupies block 12", there be-` ing an intermediate unoccupied block 12".'

Both trains will receive danger signals due to one train causing cessations of pulsations in the primary coil 118 or 118" of the other train, and vice versa. Tracing the eifect of train 119, it will be seen that battery 10 isshort circuited in manner before described, and therefore track relay 14 will have dropped its `armature and opened the circuit at 31a. The current which normall iowed from the common wire 37, throng 31" and 35a has thus been broken, and relay 35a will have dropped its armature, which will cause a break in the circuit of relay 61" at 62". Relay 61" will now dropy its armature .by being denergized, because of the break-in its circuit at 62". This dropping ofthe armature'of 61" and making Contact at 82" will divert the path of the current from the engine battery 110a so thatall of such current willpass through coil 50" and coil 51" will be4 cut out. The circuit will be from positive of battery'110a (of vengine 1151*) to shoe 100", third-rail 20, wire 40" to 44", 41", 42", 46" to point 47", thence over wire 48", coil 50", to point 86", thence through contact 82", armature o f relay 61" to contact 52", armature of relay 35", wire 55" to track, thence through wheels of engine 119", primary 118a (through circuit breaker 115 Fig. 5), thence to negative of battery. It will be seen that no current will now pass through coil 51" because of the opening of the circuit at 81" and 83", and

also because of the position of the armature',

because relay 33" is denergized, the latter having been effected when train 119a was in block 12c and being maintained denergized by the train now being in block 12", as will be explained hereinafter. These various circuit changes have been effected as follows: Through the establishment of circuit at 82" and the closed position of the armatureof relay 35" current from batterypositive current from battery 110" flowed y through the circuit as. described, entering the coil 50" through the wire 48", its direction was such as to make the coil 50" a north pole with the effect that armature 45" would be repelled and no interruptions in the circuit would voccur as before explained.

Therefore, because of no pulsations being caused in primary 118a of the induction coil of train 11911 the safety signal 140, Fig. 5, of such train would operatev in the manner before described. Similar results with similar circuits will be caused to effect the safety signal 140 of train 119 by reason of the fact that all the current from batter 110 of train 119 was caused to flow through the westerly coil 51 making ita north pole, due to battery 110 sendingl positive current to track and negative current to third-rail. It will be understood that the devices associated with blocks two removed to the rear of each train 119, 119", in conjunction vWithindicate dang'er, two blocksA ahead respectively.

As before referred to, when train 119* was in block 12c it affected the circuits in conjunction therewith in thefollowing manner: track battery 10c having been short circuited by the train, it caused track relay 14d tobecome denergized and drop its armature, opening the corresponding line relay circuit at 31d. The opening of this circuit causes the relays 35d, 90c and 33" to become denergized, each dropping its armature.

The effect of the relay 33" dropping its armature, is further utilized when -the ltrain enters block 12", as it will be understood that regardless of the length of the train 119". for a certain period of time, `it causes both the track batteries 10" and 10c to be- V were denergized at the Sametime.

come short circuited at the'same time, and therefore both the track relays 14 and 14d By following the opened l circuit from Wire 3'( through contact 31c (Winch 1s now open) it will be seen that line relays 3.5", 90"-and '33" are denergized, .thev relays-35c and"33" denergized for the purpose of effecting the same results as has been their function `heretofore stated, and the line relay 90" being denergized for the purpose of completing a shunt around the relay 33", as follows:

. relay 33" the current now vsistance shunt around said relay as de- 'tive side of the battery 110a from point 98", thence through the contacts 97", the contact 96", to point 95", and the 'wire leading therefrom to the point 68". Such 4shunt is utilized for the purpose of keeping the relay 33" from again becoming energized after train 119 has passed cornpletely out of bl'ock 12c and has4 permitted the track battery 10c to again energize track relay 14d and close the circuit at 31d,

through which contact the current from wire 3T will now flow through the wire 94" relay 35", thence through the Wire to relay 90, thence through the wire to the point 98", but instead of flowin .through the ds a low rethereby short circuiting track' battery 10"' and denergizing track relay 14", thus opening the circuit at 31" containing relays 35", 90a and 33, the armature o f relay 35" Will be released and vopen the circuit of battery 110a containedon engine 119" in block 12" in the following manner: tracing from the negathrough the circuit'breaker 115 (Fig. 5), primary winding 118", to wheelsof engine 119" to track of y block 12", through wire 55", to the armatures of the line relays 33" and 35". It will now be seen that the Contact at 52" being broken by the train 119 as just described, and the contact 53" being broken by means of the relay 33" as before described, thecircuit is found open at 52" and 53", and therefore no current. from the battery 110," can flow through its normal circuit 55", 10", including the interrupter coil or coils' 50", 51",

with the result that the circuit breaker 115 of engine 119" becomes denergized. Thereupon in manner before described, vthe train controlling device 162 of train 119*L is operated to stop such train.l Now, while train Vthe line relays 33 or 35". circuit breaker 115 of the train 11,9 now in 1 the train stopping 119 is in block 12", as before stated, the train stopping device 162 of train 119 will operate to stop such train because train 119a is in block 12" by reason of the following: First, Y l

while train 119 was in block 12 (as is illustratedin Fig. 15) it caused a partial shunt circuit to be established around line relay 35" ofblock 12", for use when train 119 enters block 12", and also while in' block 12 affected the circuit through relay 61" to control danger signal 110 of train 119 in block 12". The partial shunt so formed around re` lay 35 is completed when the train 119, partially enters block 12 by virtue of short circuiting the battery 10El and causing track relay 14" to become denergized, breaking' the circuit at 3l" containing the relays 35", and The release of the armature of relay 90" establishes the complete shunt around the relay 35 by closing the contact 92" as follows: from point 91a, to the con-v tacts 93 and the wire to contacts 92- (now closed) to point 91, and should the lcircuit beclosed at contact 31",-the circuit around relay 35" will be as follows: from wire 37 to contact 31a to poi'nt 94,` through contacts 93", through Wire and contacts 92", to point 91, thence through wire to relay 90 etc. The circuit of third rail -block 11" now being open at contact 52" and the contact 53" being'open due to the presence of train 119 in block 12", causes battery 110 to find no circuit through either of the armatures of Therefore, the

block 12 will be denergized, causing the operation of the corresponding train stopping devices 162, with the result of stopping train 119. Notwithstanding thevpresence of trains 119, 119 inthe adjacent blocks 12 and 12", with the result of each train causing the other to be stopped in its corresponding block, it will be understood that ,each train affects the corresponding circuits in the vtwo blocks to its rear, for setting a danger signal or stopping 'a train in suchblocls respectively as before described.

shoe and a pole changer operated thereby, in conjunction with third rail 20 on one y side only of the track, whereby with the en- .gine running in either direction, eitherl ahead or reversely, the pole changer will be shifted accordingly to throw the proper current on the line, in Fig. 16, I have illustrated the track provided. with third rails 20 and 20"L onfoppositcsides, and twoshoes 100, 100d and corresponding pole changers controlled by each shoe, the arrangement-being such that if one of the third rails only is adjacent the track for any particular distance, then the proper current will be thrown on the line'by the actionof the corresponding shoe in conjunction with such thirdrail. The arrangements shown in Fig.

11 e in Fig. 1() I 'have illustrated the i 16 for this purpose are as follows: such shoes are one on each side of the engine, and? the third ra-il is placed oneither side of the track, r alternately on one side and on the other, andthe dragging of the respective shoes is adapted, through their respective pole changers,`to always furnish current of a corresponding polarity to the third rail regardless of which shoe is in contact with i the thirdrail 20 or 20a, the battery 110 being correspondingly connected to the respec.

controlled by shoes 100 and 1001, that should the engine be turned around and still proceed in a given direction the same polarity of current would be furnished to the third rail provided the third rail always remained on the same side of the track. This is brought about by the battery 110 being oppositely connected to the respective pole changers, looking at the drawing as shown,

and the respective shoes are shown in anA opposite position, it being understood that should theengine be turned around from a.

given direction of travel and still continue 'to proceed in the same direction as before, the shoe 100d would then engage third rail 20 and would be found to assume the same position as shoe 100, as illustrated. Therefore, the same polarity of current Would be furnished to the rail 2O as before the ,engine ivas turned around. It will, therefore, be seen in respect to the connection shown in Fig. 17 that regardless of the position of the engine with respect to the direction of its travel. positive current will alvvays be furnished. the third rail when the engine is moving toward the right, and negative current when the engine is moving toward the left.

Both in respect to Figs. 16' and 17, it is intended that duplicate shoes shall be furnished both sides of the engine, one to be located at one end of the engine proper, the other to be located at the other end of the Y tender, or in the case of a locomotive having no tender then at the opposite ends of such locomotive. This in order that should it be found necessary to have a bonded gap in the third rail or rails that one of the shoes would remain in contact Witha third rail in an v Well known manner.

From the description of the action of the pole changer lset forth with respect tdg.

410, it will be ap arent h owthe pole chan ers and their circuits shown in Figs. l'an 17 willy cause positive or negative current, as'

direction of travel, 'and according to Whether one' or the other of the shoes dragged upon either third-rail. Y

It will be apparent that with either'form of interrupter herein set -forth the current above descrlbed, to be sent over the third 70 1 rail, according to vthe directionof travelor position of the engine'with respect to such strength is decreased,as upon the break in the interrupter circuit caused by the action of the interrupter, hence the current strength l may bel varied from maximum to any pointv down to zero, and the term interrupter as used herein is intended to embrace all forms of current varying devices, thev result of Whose operation is to decrease the current in that part'of the circuit containing an elec'- trically operating device adapted to be affected only by theperiodic variations in the strength of 'such current, as distinguished from current varying devices which vvould operate to increasethe current strength in such circuit. It will be seen that by decreasing the current strength, as aforesaid, greater variations of such currentstrength,

. in that part of the circuit containing the del vices to beaifected by such variations, may be had, than by increasing the current strength, for by decreasing such current strength its value may be variedA from maximum to any point down to zero, such as when the circuit is broken by a magnet overcoming a spring tension which may normally hold the circuit closed, or by such magnet acting upon an armature to short circuit the source o f electric energy; While by increasing the current strength in the circuit it is obvious that the minimum current must be above Zero in order that such current may be utilized to increase the current strength in that part of the circuit containing the electrically operating means to be affected by the variations or periodic increases in such current. It Will furtherbe understood that a current varying device capable of causing great variations in the current strength of a circuit, such as I have disclosed, possesses advantages over a current varying device that is only adapted to cause a lesser variation in such current strength, When the characteristics of a variperiodic variations of the strength of an I electric current Will be affected proportionately to the variations in the strength of such current. Y

While I have illustrated vand described a I' A,practical embodiment o f my.` invention, and4 means for carrying the; same into effect, it will be understood that my invention'is vnot limited to the particular arrangements' set forth, but changes may be-made, within the scope of the appended claims, without departing'` from the spirit of the invention.

Having n'ow described my invention what I claim is l 1. In a. railway block system, a track and third-rail divided into corresponding blocks, a partially closed circuit associated with the track and third-rail of. a block, an interrupter in said circuit, and electrically operating means associated-with another block for' controlling the circuit of' said interrupter. f

v 2. In a railway block system, a trackand third-rail divided into corresponding blocks, a partially closed circuit associatedwith the track and third rail of a block, an interrupter in said circuit, a relay to control the circuit of said interrupter, and avcircuit forl saidielay associated with a block different from the block of said interrupter.

3. Ina railway block system, a trackandl third rail divided into corresponding blocks, a partially-clbsed circuit associated with the track and thirdrail of a block, an interrupter in said circuit, a relay to control the circuit of said interrupter, and ya circuit for said relay associated with the rails of a. block' different from the block of said inter-l V' rupter, and a battery bridged across said 4.- In'la railway block system, a track di/ vided into blocks, a partially closed circuit associated with each block and containingl means for producing current pulsations in the circuit, electrically operatingmeans associated with another block for controlling said circuit, a safety device, electrically operating means operative by pulsating current to control said safety device, and means for completing said circuit through-'said electrically operating means.

5. In a railwayblock system, a track divided into blocks, a partially-closed circuit associated with each block and containing means for producing pulsations in the circuit, 4electrically operating means associated with another block for controlling said circuit, an induction coil, means for completing the circuit ofthe primary of said induction coil throughy the first named circuit, a safety device, and means controlled by the secondary of said induction coil for control' ingsaid safety device.

6. In a railway block system, a track divided into blocks, a partially-closed circuit associated with each'block, and containing meansfor producing currentpulsations in the circuit, electrically operating means associated with another block for controlling said circuit, an induction coil, means for massaggcompleting the circuit of the primary of said induction coil through thefirst named circuit, a circuit'controller in-thel circuit of the secondary-lof the induction coil,a"safety device, andelectricallyoperating Ameans for trolledby said circuit controller. i

'7. In a railway block system, av track diy vided into blocks, a` partially clos'e'd circuitv associated with each block vand containing means for produin current vpulsations in thecircuit, electrica ly o perating means yas'- sociated with another block fory controlling t said circuit, an-` inductioncoil, means/for completing the circuit of the primary of said induction coil through the first named circuitya circuit controller in the circuitof the secondary ofthe induction coil, a safety means for producing current pulsations in-y the circuit, electrically operating means associated with another block for controlling said circuit, an induction coil, means .for completing. the circuit of thej, primary -of said induction coil through the first named circuit, a safety device, means controlled by the secondary of the induction coil for controlling the safety device, a second safety device, and means included in the circuit of the primary of the induction coil for controlling the last'named safety device.

9. In a railway block system, a track divided 'into blocks, a partially-closed circuit associated with each block and containing means for producing current pulsations in the circuit, electrically operating means associatedl with another block for controlling trolling the nsafety device, a second safety device, a circuit controller in the circuit of the primary of the induction coil, and means controlled by said circuit controller for controlling the second safety device.

10..In a railway block system, a track i divided into blocks, a ypartially-closed,V circuit associated with each block and lcon-V taining means for producing current pulsations in the circuit, electrically operating means lassociated with another block for controllingl said circuit, an induction coil, meansk for completing theI circuit 'of the primary of said linduction coil through" the first named circuit, a lsafety device,

-means controlled by the secondary ofy the induction coil for controlling the safety isc device, a second safety device, a circuit con'- troller in the circuit of the primary of the induction coil', electrically .operating means for controlling the secondv sa ety'device,

the circuit controller.

11. 1n a railway block, syst'eni,- a track.Y

divided into blocks, a partially closed circuit associated with each block and containing means for producing' current pulsations in the circuit, electrically operating.

means associated with another block for controlling said circuit, a safety device, electrically operating means to control said safety device, and means for completing the circuit of said electrically operating means through the first named circuit, said means comprising a shoe, and a pole changer operated by said shoe, said pole changer havin a contact in said circuit.

12. n a railway block system, atrack.

divided into blocks, a partially closed` cir- 'cuit associated with each block and con' taining means for producing current pulsations in the circuit, electrically operating means associated with another block for controlling said circuit, a safety device,elec

trically operating means to control said safety device, and means for completing the divided into blocks, a partially closed cir-A cuit associated witli each block and containing means for producing current pulsations in the circuit, electrically. operating means associated with another block for controlling said circuit,

a safety device, electrically operating means to control said safety device, and means for completing the circuit of said electrically operating means through the first named circuit, said means comprising a shoe, and y 'changer operated by said shoe, said pole changer having a contact in said circuit, and having a plurality of movable contacts 107 and 108, and a battery having its terminals connected with the arms of the pole changer.

14. In a railway-block system, a track divided into blocks, a partially-closed circuit associated with each block and containing means for producing current pulsations in the circuit, electrically operating means associated with another block for controlling said circuit, an induction coil, means for completing the circuit of the primary of said induction coil through the irst named circuit, said means comprising a shoe, anda pole changer operated by said shoe, `said pole changer having a contact connected with theprimary of said induction coil and and' aA local circuit for said means controlled byl '--necte coil and having a plurality of contacts cona pole having af iurality'of contacts connected with fthe oe.

15. In arailway-block system, a track dvided into blocks, a partially-closed circuit associated with. each block and containing means for producing current pulsations in the circuit, electrically operating means associated with another block for controlling the said circuit, an induction coil, means for .completing the circuit of the primary of said induction coil through the rst named circuit, said means comprising a shoe and a pole changer operated by said shoe,` Lpole changer having a contact con-V said with the primary of said induction nected. with the shoe, and a battery connectedl with the arms of the pole changer.

16. ,In a railway block system, a track divided into blocks, an engine adapted to travel on said track, a safety device on the engine, ari-induction coil on the engine, electrically operating means controlled by the secondary of the induction coil for controlling said safety device, a second safety device on the engine, electrically operating means controlled through the primary of said induction coil for controlling said second safety device, partial circuits and electrically operating devices to control the same associated with said track blocks, and means for completing said partial circuits through the primary of the inductioncoil.

17. ln a railway block system, a track divided into blocks, an engine adapted to travel on said track,` a safety device on the engine, an induction coil on the engine, elecioc trically operating means controlled bythe secondary of the induction coil for controlling said safety device, partial circuits and electrically operating devices to control the same associated with said track blocks, and means for completing said partial circuits through the primary of the induction coil'` said means including an electric generator carried by the engine.

18. In a railway block system, a track divided into blocks, anI engine adapted to travel on said track, a safety device on the engine, an induction coil on the engine, elec.- trically operating means controlled by the secondary of the induction coil for controlling said safety device, a second safety device on the engine, electrically operating means included in the circuit of the primary of said induction coil for controlling said second safety device, partial circuits and electrically operatingy devices to control the iis same associated with said track blocks, and

means for v completing said partial circuits through the primary of the induction coil,

saidv means including an electric generator i I carried by the engine. 

